Westinghouse Aviation Gas Turbine Division

The Westinghouse Aviation Gas Turbine Division was the aircraft-engine business of Westinghouse Electric Corporation during the formative period of American jet aviation. Established in 1945, it continued work that Westinghouse had begun during the Second World War under contract to the United States Navy Bureau of Aeronautics. The division was based in Kansas City, Missouri, and concentrated on turbojet engines for naval aircraft, particularly carrier-based fighters and other Navy platforms. Westinghouse entered jet propulsion without the extensive prior experience held by some established aircraft-engine manufacturers. Wartime secrecy limited access to foreign and competing American developments, so the company developed its own designs. Its early Model 19A engine began testing in March 1943 and is described as the first U.S.-designed and manufactured jet engine to reach testing. The engine used an axial-flow compressor, a combustion system, a single-stage turbine, and an adjustable exhaust nozzle. Although initially conceived as a booster engine, it provided the foundation for later Westinghouse turbojets. The Model 19B introduced a revised compressor and turbine arrangement, an annular combustion chamber, and an accessories gearbox capable of supporting aircraft systems. Development difficulties included combustion hot spots and poor acceleration characteristics, but the design evolved into the 19XB-2B and then into the J30 under the Navy's later designation system. The J30 became the powerplant for the McDonnell FH-1 Phantom, the U.S. Navy's first production jet fighter. Pratt & Whitney also entered the jet-engine field as a license producer of the J30, extending the design's industrial significance beyond Westinghouse's own factories. Westinghouse's J34 was its last production engine manufactured at the Kansas City facility. Producing approximately 3,000 pounds of thrust, it powered or was installed in several Navy aircraft, including the McDonnell F2D Banshee, Douglas F3D Skyknight, and Vought F7U-1 Cutlass, in some applications with an afterburner. The division subsequently pursued the much more ambitious J40, intended to provide substantially higher thrust for the McDonnell F3H Demon and other projected naval aircraft. The J40 became one of the most difficult programs in the division's history. Its electronic control system, afterburner, and control-system integration encountered serious development problems. At the same time, the airframe assigned to the engine grew heavier, reducing the suitability of the original thrust rating. An enlarged J40 with a longer compressor and greater airflow also failed to mature successfully. The engine was never qualified for full production, and the program was terminated in 1955. Aircraft planned around it were cancelled, redesigned, or fitted with alternative engines. Early production versions of the F3H used the J40 as an interim solution, but operational problems eventually led to the grounding of both the engine and associated aircraft variants. Westinghouse continued J34 production and support for several years, but in 1960 the corporation decided to leave the aircraft-jet-engine business and concentrate on land-based industrial and electric-utility gas turbines. The Kansas City operation closed after Westinghouse engines had been supplied for 1,223 Navy jet aircraft. Many former AGT engineers moved into Westinghouse's land-based gas-turbine activities in the Small Steam & Gas Turbine Division at Lester, Pennsylvania. The division therefore ended as an aviation business, while part of its technical workforce and experience continued within Westinghouse's industrial power-generation operations.

Westinghouse Electric's aviation gas-turbine work originated in a United States Navy program established during the Second World War. In March 1943, the company's first U.S.-designed and manufactured jet engine, the Model 19A, began testing after a Navy Bureau of Aeronautics contract. The engine was a relatively compact axial-flow turbojet with a 19-inch intake, a single-stage turbine, a tubular combustor, and an adjustable exhaust nozzle. Its initial configuration was intended primarily as a booster and contained only the equipment needed for starting and regulating the engine. A subsequent Model 19B incorporated improved compressor and turbine blading, an annular combustion chamber, and an accessories gearbox for aircraft systems. The design encountered combustion hot spots and unsatisfactory acceleration behavior, but it provided the basis for the 19XB-2B and the J30. The J30 was selected for the McDonnell FH-1 Phantom, the first production jet fighter operated by the U.S. Navy. Sixty-one FH-1 aircraft received the engine. Pratt & Whitney built the J30 under license, making the program an early example of cooperation between Westinghouse and another major American engine manufacturer. Westinghouse then developed the larger J34, a roughly 34-inch-diameter engine with approximately 3,000 pounds of thrust. It became the final production engine manufactured by the division in Kansas City and saw broad naval use. The engine was associated with the McDonnell F2D Banshee, Douglas F3D Skyknight, and Vought F7U-1 Cutlass; afterburning versions were used where additional thrust was required. J34 production and support continued even after the division's more ambitious development programs encountered difficulty. In the late 1940s, Navy requirements for heavier and longer-range aircraft led Westinghouse to develop the J40. The intended engine was rated for approximately 7,500 pounds of dry thrust and 10,900 pounds with afterburning. Its principal application was the McDonnell F3H Demon, although other aircraft were also considered. The program suffered from an unreliable electronic control system, delays in afterburner development, and difficulties integrating the afterburner with engine controls. Airframe weight growth further reduced the adequacy of the original engine. A higher-flow version with a 13-stage compressor also failed during development. Because the J40 was late and underpowered for the evolving F3H design, early aircraft were eventually fitted with alternative propulsion, including the Allison J71. Some delayed production aircraft used the J40 as an interim measure, but operational problems led to the grounding of the J40 and associated Demon variants after aircraft losses. The J40 never achieved full production qualification and its program ended in 1955. Westinghouse ultimately chose to withdraw from aircraft jet engines rather than continue competing in an increasingly demanding market. In 1960 the Kansas City Aviation Gas Turbine Division was closed, after Westinghouse engines had been supplied for 1,223 Navy jet aircraft. The corporation shifted emphasis toward stationary gas turbines for industrial and electric-utility applications. A number of AGT engineers transferred to the Small Steam & Gas Turbine Division at Lester, Pennsylvania, carrying aviation-engine experience into Westinghouse's land-based power-generation business.

• 1960

  Kansas City aviation operation closes

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  Westinghouse leaves the aircraft jet-engine business and redirects personnel and resources toward stationary gas turbines.

• 1955

  J40 development ends

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  The unsuccessful J40 program is terminated after prolonged technical and integration problems.

• 1950

  J34 becomes the division's principal production engine

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  The J34 enters broad naval aircraft use and becomes the last production engine manufactured at the Kansas City facility.

• 1945

  Aviation Gas Turbine Division established

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  Westinghouse formally establishes the aviation gas-turbine division in Kansas City to continue Navy aircraft-engine development and production.

• 1945

  J30 selected for the FH-1 Phantom

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  The evolved 19-series engine receives the J30 designation and powers the first production U.S. Navy jet fighter.

• 1944

  Model 19A flies as a fighter booster

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  A Westinghouse engine is flown as a centerline booster on a Chance Vought FG-1 aircraft.

• 1943

  Model 19A enters testing

  [1]Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org

  Westinghouse tests its first U.S.-designed and manufactured jet engine under a Navy-sponsored development effort.

A wartime and early postwar American naval aviation-engine developer focused on carrier-based and other Navy jet aircraft.

• Early axial-flow turbojet · 1943

  Model 19A

  Westinghouse's first U.S.-designed and manufactured jet engine to reach testing. The Model 19A used a 19-inch intake, a single-stage turbine, a tubular combustor, and an adjustable exhaust nozzle. It was initially arranged as a booster engine with limited accessory equipment and produced approximately 1,130 pounds of thrust.

• Naval fighter turbojet · 1945

  J30

  The J30 evolved from the Model 19 series through compressor, combustor, turbine, and accessory improvements. It powered the McDonnell FH-1 Phantom, the first production U.S. Navy jet fighter, and was also manufactured under license by Pratt & Whitney.

• Naval aircraft turbojet

  J34

  A larger Westinghouse turbojet producing approximately 3,000 pounds of thrust. The J34 was used in several Navy aircraft, including the McDonnell F2D Banshee, Douglas F3D Skyknight, and Vought F7U-1 Cutlass. Afterburning applications provided additional thrust for selected aircraft.

• High-thrust naval turbojet

  J40

  A projected high-thrust engine designed primarily for the McDonnell F3H Demon and other proposed naval aircraft. The program targeted approximately 7,500 pounds of thrust without afterburning and 10,900 pounds with afterburning. Control-system failures, afterburner difficulties, airframe weight growth, and unsuccessful higher-flow development prevented full qualification.

• 1960

  Exit aircraft jet-engine manufacturingStrategy

  Background

  After the J40 failure and continued J34 support, Westinghouse reassessed its position in aviation propulsion and its broader gas-turbine business.

  Action taken

  Westinghouse closed the Kansas City aviation operation and focused its gas-turbine resources on industrial and electric-utility applications.

  Aftermath

  Many aviation engineers moved to Westinghouse's land-based gas-turbine activities at Lester, Pennsylvania.

  Source

• 1955

  Terminate the J40 programOther

  Background

  The J40 faced persistent problems involving electronic control, afterburner development, control integration, and inadequate thrust as its target aircraft became heavier.

  Action taken

  Westinghouse ended the J40 development program rather than pursue full production qualification.

  Aftermath

  Planned aircraft were cancelled, redesigned, or equipped with alternative engines. The J40 was not approved for full production.

  Source

1. 1Westinghouse Aviation Gas Turbine Divisionen.wikipedia.org